Gearing for automobile vehicles.



Patented Nov. 27. |900. lL. H. DYER.v 1

GARING FOR AUTOMOBILE VEHICLES.

(Application filed Apr. 26. 1899.)

.ma Nbnms PETERS co., PHoro-Lrrno.. wuummou. n. c.

No. 662,40L Patented Nov. 27, |900.

L. H. DYE'R.

GEARING FOB AETMOBILE VEHICLES.

(Application lcdrApr. 26. 1899.x (No Model.) Q

3 Sheets-Sheet 2..

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M., 9 8 1 Rw 2 l L. H. uvas. BEARING FR AUTOMOBILE VEHICLES.

(Application mec@ Apr.

(No Modal.)

` 3 Sheets-Sheet 3.

t TAS UME IJEONARD HUNTRESS DYER, OF WASHINGTON, DISTRICT OF COLUMBIA,AS-

SIGNOR OF ONE-FOURTH TO FRANK I... DYER, OF MONTCLAIR, NEV

JERSEY.

GEARING FOR AUTOMOBILE VEHICLES.

SPECIFICATION forming part of Letters Patent No. 662,401, dated November27, 19010.

Application filed April 26, 1899. Serial No. 714,514. (No modem tor tothe driving-wheels, whereby two or` more speeds in either direction maybe s'ecured independently of the speed and direction of rotation of themotor.

Broadly considered, my'invention consists in providing and suitablymounting a countershaft parallel to the engine-shaft and providingconnectinggears between the two shafts, whereby the counter-shaft in ayrun at any desirable speed or in either direction and the wheels will bedriven in the proper direction.

The gearing consists generally in providing two gears with comparativelyfine teeth and constantly in mesh, one keyed perinanently to thecounter-shaft and the other temporarily keyed to its shaft by means cfaclutch or sliding key. In conjunction with the two gears are arrangedanother pair of gears of different proportions from the iirstmentionedgears. One of these gears, preferably the larger, is permanently keyedto the counter-shaft. The other gear is adapted to slide along theengine-shaft, but to be rotated therewith by means of a fixed key orfeather. Means are provided for shifting this gear and allowing it toengage or disengage with its companion gear. The clutch or key whichconnects the movable fine-toothed gear to the engine-shaft is combinedwith the shiftingpinion, so that when the clutch is applied theshifting-pinion will be disengaged from its companion gear; but upon theclutch being released the shifting-gear will intermesh with Vruimingover heavy ground.

its companion gear and cause the counter- 5o shaft to be driven at alower speed. This form of gearing possesses many advantages when appliedto automobile vehicles. In

`actual operation universally wherein two dit'- ferent sets of gears areemployed the higher set is normally used. The low-speed gear is used buta short time while starting the vehicle, but after the latter isunderway the high-speed gear is used. The low-speed gear is also used inclimbing steep hills and in 6o In use in towns where the pavements are`good and the hills not steep the high-speed gear is almost eX-clusively used. Any diminution of speed is made by reducing the speed ofthe motor or allowing the friction-clutch to slip.

The particular advantage of my gear consists in providing a high-speedgear consisting of gears with fine teeth, which are permanently in meshand can be very nicely 7o fitted. The low-speed gear being so rarelyused can be formed of wheels provided with teeth which will looselyintermesh to allow them to be easily shifted. As the low-speed gear isusually disengaged and the parts entirely separate there will be nonoise caused thereby.

That portion of my invention which relates to the reversing-gear I alsoconsider novel and of great importance. It consists 8o generally inproviding a gear of the same diameter and pitch as the low-speed gearand in mounting the same loosely upon the counter-shaft. Alongside ofthis gear on the same shaft is mounted a spider-frame carrying aplurality of bevel-pinions which engage with a bevel-gear fastened toone side of the large gear and to a corresponding bevel-gear keyed tothe counter-shaft. The sliding pinion on the engine-shaft is arranged toengage with 9o the large gear of the reversing-gear, and at the sametime means are provided for arresting the motion of the spider-frame.The

axles of the small pinion will then be held stationary, while thepinions will rotate upon a lixed plane and cause the bevel-gear which iskeyed to the counter-shaft to rotate in the opposite direction from thebevel-gear which is keyed to the largegear. The particular' advantage ofthis reversing-gear consists in the fact that while not in use all ofits parts will rotate with the counter-shaft without any of its separatemembers moving in relation to each other, and consequently there will beno friction and no resulting noise when this vdevice is not in use.

In order to better comprehend the nature of my invention, attention isdirected to the accompanying drawings, in which- Figure l is the topview of the supportingwheels, connecting-axle, engine, and gears of anautomobile vehicle with my improved gearing attached. Fig. 2 is a sideview of the same, including the supporting-springs and part of thecarriage-body. Fig. 3 is an isometrical view of the main axle. Fig. i isan enlarged sectional view of the connectinggears, and Fig. 5 is asection taken through the lines 5 5 of Fig. l.y

In all the several views like parts are designated by the same lettersof reference.

Referring to Figs. l and 3, it will be seen that the drive-wheels a, ctare independently mounted upon the stubs b. The latter are permanentlyattached to or formed integrally with the axle c. The latter isUp-shaped, as shown, so as to provide a clear space between the stubs bb. The motor d is attached to thel axle c in such a manner as to allowits shaft Ae to run practically in line with the stubs b b and thecenters of the wheels a d.

As shown in the drawings, the motor b is horizontally arranged and lieswithin a small offset or depression fin the axle c. If it is desired,the motor may be arranged with its cylinder in a vertical position, asshown in the broken lines in Figs. l and 2. In this case some provisionshould be made to allow the motor to pass up through the bottom of thecarriage-body g.

The driving-shaft e is supported within boxes h h, formed adjacent tothe stubs b b. Attached adjacent to these boxes or, as shown in thedrawings, formed integrally with these l boxes are the shoes it', towhich the supporting-springs jj are attached. The latter are connecteddirectly to the body g.

The motor-shaft e is connected to the motor by means of afriction-clutch la, the moving part of which slides on the shaft androtates therewith by means of a feather. The clutch is operated by meansof a bell-crank lever l, pivoted at m to the axle c. A rod-n leads to apedal or lever located within convenient reach of the operator.

The counter-shaft o is supported in bearingsp p, located upon theextremities ofthe scribed. lts casing, however, serves as a cohvenientmeans for the application of a brake, the manner of attachment of whichis obvious.

Referring to Fig. 4,25 is a gear which freely turns upon the shaft e andis constantly in mesh with the gear u, which is fastened to t-he sleeveo. These gears are made with tine teeth, and, if desired, one of themmay be of composition ber orrawhide. The gear t is kept in position bymeans of the collare and guide w. One face of the gear t is providedwith one member of a jaw-clutch Qc. The other member y of the clutchfreely slides upon the shaft e, but rotates therewith by engaging with.the feather orspline z. Attached to and rotating with the sliding memberof the clutch is a small coarse-toothed pinion a'.

The latter is so arranged that when the twoportions of the clutch areseparated it will engage With the large gear b', which is keyed to thesleeve o', which connects with the shafto by means of thejack-in-the-box, as is common. A lever c, pivoted at d to the axle c, isprovided for shifting the clutch member and pinion. A rod e leads towithin convenient reach of the operator.

As shown in Fig. 4, the two members of the clutch are engaged, andconsequently the gear t will rotate with the shaft c and impart motionto the counter-shaft o at a high rate of speed. Upon the shifting of theparts to the position A (shown in dottedA lines) the gear al will engagewith the gear Vb' and the clutch member y will be separated from theclutch memberx. This will free the geart and allow the same to turnloosely on the shaft e. At the same time the gearsa and b becomingintermeshed will cause the shaft o to rotate at a slower rate of speed.

The reversing-gear will now be described. Agear of the same size andpitch as the gear b is provided at f. This gear is loosely mounted uponthe sleeve o and is kept in position by means of the collar g. Mountedloosely upon the sleeve 0', adjacent to the gear f', is a spider-framehl, carrying therein a plurality of bevel-pinions t. The latter en-,gage upon one side with the beVel-gearj, atta-ched to and rotating withthe gearf, and upon the other side with the corresponding b eVel-gearkl, which surrounds and is fastened to the sleeve 0'. The latter issecured to the shaft o by means of the jack-in-thebox.

It will be seen as the parts are now described they will all rotate inthe same direction, together with the counter-shaft o. lf the gear a' bemoved to the position B, (shown in broken lines,) it will engage withthe gear f and rotate the same in one direction. If at the same time thespider-frame h be kept from revolving, the pinions il will rotate upontheir axes by engaging with the gears j and 7c. As the gear j is rotatedin the same directionA as the gear f the gear 7a must necessarily rotatein the opposite direction. As

' the latter is fastened tothe sleeve o the gear IOO IIO

consistency required to render it oongealable ture, substantially as andfor the purpose set by su bjeeting it to n su flieently lowtemperaforth. 1o ture; then subjecting the solution to a suit- Signed byme at Cleveland, Ohio, this 23d able temperature lowerthan 50Fahrenheit, day of October, 1899.

and when the solution has eongealed into a EUGENE R. EDSON. slieeablestate then converting the eongealed Witnesses:

mass into thin slices, and lastly drying the G. H. DORER, resultingslices at the aforesaid tempera-l A. H. PARRATT.

